Rigging system for sailing craft



July 7, 1959 I 5; J. RAM

RIGGING SYSTEM FOR SAILING CRAFT 4 Sheets-Sheet 1 Filed April 2. 1958 INVENTOR. f STfVE/V (ABA ll y 7, 1959 s. J. RAM 2,893,339

RIGGING SYSTEM FOR SAILING CRAFT Filed April 2, 1958 4 Sheets-Sheet 2 15- INVENTOR. STEVE/V J. 814M July 7, 1959 s. J. RAM

- RIGGING SYSTEM FOR SAILING CRAFT Filed April 2. 195a 4 Sheets-Sheet 3 4 1 0 5 RM ,7 a m mA M a a we 3, mu. m N r Z E A 5 V w M g d 6 5 w m 4 4, "A Q6 2 v z 6 w a i 9 W u 4 M.- G g/ 7 x. 4 w Q0. w V P 9 M I sh L Q m United States Patent 2,893,339 v I RIGGING SYSTEM FOR SAILING .CRAFI Steven J. l lam, Chicago,lll. Application April 2, 1958, Serial No. 725,827 7 Claims. 01. 114 -39 This invention relates to sailing craft, and it more particularly relates to improvements in the rigging systems thereof. i

The term .Sailing Craft is here intended to include sailing yachts and commercial sailing vessels.

It is an object of the present invention to incorporate a number of the more favorable, and dispense with other of the unfavorable, characteristics of both the square and the fore-&-aft rigs.

Prior type sailing craft have been subject to various disadvantages, only a few of whichmay here be noted without going into overmuch detail. For example, when running free in a fore-&-aft rigged craft, the booms are well out over the side, with the constant danger of their dipping into the sea. Also, with the wind on the quarter, the boom sails have a tendency to slue the vessel off her course due to theconstantly changing leverage, so that steering is made difficult. Also, when sailing with the wind dead aft, fore-&-aft sails, because of the character and limitations of the rigging, assume, of necessity, an oblique, rather than a right, angle relative'to the winds direction, and therefore do not utilize the full effect of the wind.

It is an object of the present invention to overcome the above noted as well as various other disadvantages of the prior type of sailing craft by the employment of an improved system of-sail and boom design and control. By nature of its design, this boom ison all points of sailing more nearly inboard,.so that there is no danger of its dipping into the sea. Also, by nature of its design, the sail maintains its center of effort virtually over the vessels fore-&-aft center line on all points of sailing, resulting in easier steering and more effectual propulsion. Also, when sailing with the wind dead aft, the boom, by nature of its design, maintains the sail at its most effective angle, 90 degrees, in relation to the wind.

It is an object of this invention to provide a sail and rigging system which may be efiiciently operated, due to its design, by a'crew less in number than that which a square rig or a fore-&-aft rig of comparable effectiveness would require.

Another object of the present invention, due to the versatile nature of sail and boom design, is to compare favorably in propulsive efliciency and sea-keeping qualities with that of a square rig when utilizing following winds, as well as to fully equal the windward-sailing ability of a fore-&-aft rig.

Another object of the present invention is to so facilitate the setting or taking in of sail, due to the simplicity and handiness of the rig, that going aloft will not be necessary.

Another object of the present invention is to reduce the maneuver of gybing (changing course by turning vessels stern thru wind) to the safety and simplicity of tacking, irrespective of the winds force and vessels motion. The reversed position of the new-design boom, in this maneuver, does, in effect, change the gybe to a tack, and so precludes the possibility of the sails slamming involuntarily to the oppositeside. 1 v

Another object of the present invention is to preclude lating the sheet-control wheel, so that the sails luff (forward edge) is brought aft, thereby permitting the excess wind to spill off the (now forward) sails leach in a forward-moving direction. The sail may also be more readily shortened or lowered while in this position.

Another object of the present invention is toprovide a safety, security and comfort, by reason of the rigid character and effective control of the boom, comparable to that of a square-rigged craft, when sailing prolonged courses with the wind well aft, as in trade wind cruising, by greatly precluding the possibility of an accidental gybe.

Another object of the present invention is to make unnecessary the handling of the sail or any of its equipment when tacking (changing course by turning vessel's bow thru wind) in close-hauled sailing. In this maneuver, the boom is automatically maintained in its proper fore.- &-aft position by its sheets and control wheel. The slack or play necessary to the sail when flapping with the wind ahead is permitted by the swinging horizontal movement of the boomkin.

Another object of the present invention is to reduce to a minimum the chafing of sail and rigging thru effective control of the boom, particularly when vessels motion is exaggerated in light breezes in a swell.

Another advantage of the present invention is its trouble-free system of hoisting and lowering sail. If necessary to reduce canvas area hurriedly, as in a wind squall, the hanks or snap-hooks along the sails forward edge will readily slide down the wire rope, as contrasted with the possibility of jamming when the conventional slides and sail-track, or mast hoops, are employed.

Another advantage of the present invention is in the decrease in turbulence in the air flow which is normally associated with the conventionally-rigged fore-&-aft sail in the close proximity of the mast. In the present invention, the sails luff, for the greater part of its length, is so positioned that it is sufiiciently far removed from the mast and the disturbed air flowing adjacent to it.

Another advantage of the present invention is the need for less power to position the booms when altering the trim of the sails, due to the balancing eifect of the sails equal half-areas.

Another advantage of the present invention is the ease with which the sails may be adjusted. Backing or otherwise changing the trim of the sails permits easy maneuvering of the vessel, including checking, stopping or reversing her way thru the water.

Another object of the present invention is to reduce the weight and windage aloft through use of shorter masts and improved arrangement of canvas areas between the masts to permit a greater sail spread for a given height of the masts.

Other objects of the present invention are to provide an improved rigging system, of the character described, that is easily and economically produced, which is sturdy in construction and which is highly eilicient in operation.

With the above and related objects in view, this invention consists in the details of construction and combination of parts, as will be more fully understood from the following description, when read in conjunction with the accompanying drawings in which:

Fig. 1 is a side elevational view of a sailing craft embodying the present invention.

Fig. 2 is a fragmentary, enlarged, detailed elevational view of one of the masthead assemblies.

Fig. 3 is a fragmentary, perspective view showing the details :of one of the booths.

Fig.4 isza'fragmentary top planview of'the boat showing the two booms in action.

Fig. 5 isa top plan'view showing the foreboom in tacking: position with the. wind dead ahead;

Fig.6 is aview, similar to Fig. 5, but showing the foreboorn with the wind dead aft.

'Eig.:7 is a view similar to Figs. 5 and 6, but showing the;foreboom gybing with the wind dead astern.

Fig; 8 is a sideelevational view of the foreboom.

Fig. 9 is' an enlarged, detailed view taken on line 9-.9 of"Fig.:5.

I Fig. 1'0 is a sectional view taken online 10-'10 of .Fi'g; ll is a sectional view, greatly enlarged, taken.

online 11--11 of Fig. 4.

Fig. 12 is a top plan view taken on line 12--12 of Fig. 11.-

Referring now in greater detail to the drawings wherein similar reference characters refer to similar parts, there is shown a sailing boat, generally designated 10, which comprises a hull 12 having a how 14 and a stern 16. Extending from the deck 67 of the hull 12 is a cabin "18 which extends from about amidships toward the stern. Mounted on the hull 12 are two masts 20 and 22, the mast 20 extending directly up from the deck 67 while mast 22 extends up from the top of cabin 18.

Attached to mast 20 is sail 24 which is secured to themast by means of wire ropes 26 and 28, the rope 26 supporting the luff end a boom 30 while'the wire rope 28 supports the leach end of the boom 30. The ropes 26 and 28 are connected to a collar 32 (see Fig. 2), on *the upper portion of mast 20 by means of respective shackles 34 and 36 connected to a swivel 38 which is, in turn, connected by shackle 42 to the collar 32. The sail '24 is positioned on the rope 26 by eyelets 44 which slide along rope 26 as the sail 24 is hauled up by means of the halyard 46 which is attached at one end to the top of sail 24 and which passes around a pulley 48 connected to acollar 50 on mast 20.

The boom 30 is preferably constructed of aluminum or plywood and consists of a pair of bars 52 inclined upwardly and'inwardly toward each other and each having astraight top edge and a curved lower edge. The

bars 52 (see Fig. 9), are laterally spaced from each other by end blocks 54, the ropes 26 and 28 being brought down and around the corresponding blocks 54 between the bars 52, where each is connected through a turnbuckle 56 to a pivot pin 58. The pin 58 has a head 60 which 'connects'itto the boom'30, the'head 60 overlapping the straight upper edges of bars 52. The lower end of the pin 58 is connected through a turnbuckle 62 to an Eyelet 64 attached to a'rivet 66 in the deck 67 of the oat.

H Positioned. on the boom 30 is a boomkin 68 having one end pivotally mounted in a socket 70 by pivot pin 72. The socket 70 is rotatably mounted on-a pin 74 held on the boom 30 by flange 76 overlapping the upper. edges of bars 52. This permits both vertical and horizontal adjustment of the boomkin relative to the boom 30. The boomkin 68 supportsthe clew of the sail '24 by means of lashing '78 passing through eyelet 80 on the sail 24. When the sail24is lowered by means of the downhaul rope (Fig. 3) which extends around pulley 84 held to the-srdeof boom 30 by -a bracket 86 (Fig. 3),'a boomkin hft '88"(Figs. 3 and 9) which is tied to rope 28, as at 90, acts to support the boomkin 68. A boomkin sheet 92-1s"connected at one end to the boomkin 68 and then passes down through the top of the-boom 30 and belays to=a cleatlattherear of block 54, asindicate'd-at 94 in Fig. 9.

The purpose of boomkin sheet 92 is to maintain in extended position the clew of sail 24. Being adjustable, rather than fixed, the sheet permits of alteration in the sails draft to accommodate varying wind conditions. This sheet is not manipulated in ordinary sailing maneuvers.

The luif end of the sail 24 is secured to the boom 30 by lashings 96 and 98 which are respectively connected to rope 26 and block 54 after passing through eyelet 100 in the sail 24 (as best shown in Fig. 9).

The above description of the sail 24, boom 30 and their associated parts stands as a description of sail 102, boom 104 and their corresponding associated parts; consequently, a detailed description of these latter parts shall not be made at this time.

Returning to the description of boom 30 and its associated parts, there is shown a pulley 106 having a center section 108 underlying the boom 30 and attached thereto by hinge plates 110 connected to the outer surfaces of bars 52 of the boom by means of rivets 112. The plates 110 are hingedly connected, as by hinge pins 114, to hinge plates 116. These plates 116 are connected by rivets 118 to foldable side extensions 120 of the pulley 106. When the extensions 120 are in laterallyextending position (as in Figs. 3 and 10) they form a continuous peripheral groove 122 which receives a sheet or cable 124. This cable 124 passes through a guide loop 126 connected to mast 20 and through a guide loop 128 on the cabin 18 and then around a pulley 130 connected to a control wheel 132 which is coaxial therewith on a vertical shaft'134 (Fig. 11). The pulley 106 is provided with depending eyes 121, these eyes being provided on center section 108 as well vas side-sections 120.

' A- rod 123 is adapted to be removably inserted through these eyes 121 to maintain the sections rigid relative to each other when in open operative position (as shown in Fig. 10).

In similar manner to boom 30, the boom 104 and its associated parts are :also provided withla pulley 136 similar in every way to pulley 106. This pulley 136 is connected by a sheet or cable 138 to 'a pulley 140. The pulley 140 is also mounted on shaft 134 coaxial with and above pulley 130. A control wheel 142'is provided above pulley 140 and is operatively connected thereto.

Each wheel 132 and 142 is provided withla releasable brake means generally designated 144. Each brake means 144 comprises a head 146 pivoted on a vertical shaft 148. At the outer surface of the head 146, adjacent the unpivoted or free end thereof, is a brake shoe 150 made of-rubber'orthe like which is adapted to frictionally engage the periphery of the respective Wheel 132 or 142. The brake shoe 150 is normally held away from the wheel by a spring 152 connected between the free end of head 146 and one end of an arm 154. The connection between the spring 152 andarm 154 is actually between the spring and a'post 156 to which the arm 154 is pivoted; the opposite end of arm 154 being provided with a handle 158.

In operation, when it is desired to hold either wheel 132 or wheel 142 against movement after the cables 124 and .138'have been adjusted, the respective arm 154 is moved against the force of the spring l52luntil the free end of the arm 154 isengagedwithin the hollow 160 at therear of the head 146. To release the wheel, the respective arm 154is moved backout of thehollow 160 at which time the spring 152 immediately pulls the brake shoe '150 'out of contactwith-the wheel.

The sails 162 and 164 are. of the ordinary type and are attached to their respective masts in the ordinary manner. Therefore, it is not believed necessary to go into any detailed description thereon.

Having thus set forth and disclosed the nature of this invention what is claimed is:

1 In a sailing craft,-a hull, 'a mastextending up from said hull, a sail mounted-on'saidmast, the lower portion of said sail being supported by a boom, said boom being operatively connected to a pulley for rotation therewith, said pulley being so positioned relative to said hull that said boom is substantially inboard of said hull in all positions of rotation, and a cable passing around said pulley and around a second pulley, said second pulley being operatively connected to a control wheel for rotation therewith, said boom being provided with a boomkin adjacent one end thereof, said boomkin being pivotally connected to said boom for pivoted movement in both the vertical and horizontal direction, the clew of the said being connected to said boomkin.

2. In a sailing craft, a hull, a mast extending up from said hull, a sail mounted on said mast, the lower portion of said sail being supported by a boom, said boom being operatively connected to a pulley for rotation therewith, said pulley being so positioned relative to said hull that said boom is substantially inboard of said hull in all positions of rotation, and a cable passing around said pulley and around a second pulley, said second pulley being operatively connected to a control wheel for rotation therewith, said wheel being operatively associated with a brake means for preventing rotation of said wheel, said brake means being resiliently biased away from said wheel.

3. In a sailing craft, a hull, a mast extending up from said hull, a sail mounted on said mast, the lower portion of said sail being supported by a boom, said boom being operatively connected to a pulley for rotation therewith, said pulley being so positioned relative to said hull that said boom is substantially inboard of said bull in all positions of rotation, and a cable passing around said pulley and around a second pulley, said second pulley being operatively connected to a control wheel for rotation therewith, said pulley connected to said boom 6 comprising a center section fixed to said boom and two side sections, one on each side of the center section, said side sections being hingedly connected to said center section.

4. In a sailing craft, a sail connected to a mast at its upper end and to a boom on its lower end, said boom comprising a pair of upwardly and inwardly inclined bars, said sail being connected at its upper end to the mast by a releasable halyard and being slidably connected to ropes connected to said mast, said boom having a spacer block at each end between said bars and said ropes being drawn around and under said spacer blocks between said bars, said ropes then being connected to a pin extending vertically through the center of said boom, said pin acting as an axis of rotation for said boom and also for a pulley fixed to said boom, said pulley being operatively connected to a second pulley operatively connected to a central wheel.

5. The sailing craft of claim 4 wherein said ropes are connected to said pin individually through separate turnbuckles.

6. The sailing craft of claim 4 wherein a boomkin is provided adjacent one end of said boom, said boomkin being pivotally connected to said boom by a double pivot permitting adjustment of the boomkin in both vertical and horizontal directions.

7. The sailing craft of claim 4 wherein said pulley fixed to said boom comprises a center section and two opposite side sections, said side sections being hinged to said center section.

References Cited in the file of this patent UNITED STATES PATENTS 762,790 Williams June 14, 1904 

